1995 JEEP CHEROKEE lock

hand lever. Also note if vehicle was being operated
with parking brake partially applied (this will cause
red light to remain on).
(7) Check brake pedal operation. Verify that pedal
does not bind and has adequate free play. If pedal
lacks free play, check pedal and power booster for be-
ing loose or for bind condition. Do not road test until
condition is corrected.
(8) If components inspected look OK, road test ve-
hicle.
ROAD TESTING
(1) If amber warning light is on, problem is with
antilock system component. Refer to antilock diagno-
sis section.
(2) If red warning light is not on, proceed to step
(4).
(3) If red warning light is on, proceed as follows:
(a) See if parking brakes are applied. If brakes
are applied, release them and proceed to step (4).
(b) Note if brake pedal is abnormally low. If
pedal is definitely low and red light is still on,
check front/rear hydraulic circuits for leak.Do not
road test. Inspect and repair as needed.
(4) Check brake pedal response with transmission
in Neutral and engine running. Pedal should remain
firm under steady foot pressure. If pedal falls away,
do not road test as problem is in master cylinder, or
HCU on ABS models. If pedal holds firm, proceed to
next step.
(5) During road test, make normal and firm brake
stops in 25-35 mph range. Note faulty brake opera-
tion such as hard pedal, pull, grab, drag, noise, fade,
etc.
(6) Return to shop and inspect brake components.
Refer to inspection and diagnosis information.
COMPONENT INSPECTION
Fluid leak points and dragging brake units can
usually be located without removing any components.
The area around a leak point will be wet with fluid.
The components at a dragging brake unit (wheel,
tire, rotor) will be quite warm or hot to the touch.
Other brake problem conditions will require compo-
nent removal for proper inspection. Raise the vehicle
and remove the necessary wheels for better visual ac-
cess.
During component inspection, pay particular atten-
tion to heavily rusted/corroded brake components
(e.g. rotors, caliper pistons, brake return/holddown
springs, support plates, etc.).
Heavy accumulations of rust may be covering se-
vere damage to a brake component. It is wise to re-
move surface rust in order to accurately determine
the depth of rust penetration and damage. Light sur-
face rust is fairly normal and not a major concern (as
long as it is removed). However, heavy rust buildup,especially on high mileage vehicles may cover struc-
tural damage to such important components as
brakelines, rotors, support plates, and brake boost-
ers. Refer to the wheel brake service procedures in
this group for more information.
BRAKE WARNING LIGHT OPERATION
The red brake warning light will illuminate under
the following conditions:
²for 2-3 seconds at startup as part of normal bulb
check
²when parking brakes are applied
²low pedal caused by leak in front/rear brake hy-
draulic circuit
If the red light remains on after startup, first ver-
ify that the parking brakes are fully released. Then
check pedal action and fluid level. A red light plus
low pedal indicates the pressure differential switch
and valve have been actuated due to a system leak.
On models with ABS brakes, the amber warning
light only illuminates when an ABS malfunction has
occurred. The ABS light operates independently of
the red warning light.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brakeline, fitting, hose,
wheel cylinder, or caliper. Internal leakage in the
master cylinder caused by worn or damaged piston
cups, may also be the problem cause.
If leakage is severe, fluid will be evident at or
around the leaking component. However internal
leakage in the master cylinder will not be physically
evident. Refer to the cylinder test procedure at the
end of this section.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up, worn lining
and worn rotors or drums are the most likely causes.
However, if the pedal remains low and the red warn-
ing light is on, the likely cause is a leak in the hy-
draulic system.
A decrease in master cylinder fluid level may only
be the result of normal lining wear. Fluid level will
drop somewhat as lining wear occurs. It is a result of
the outward movement of caliper and wheel cylinder
pistons to compensate for normal wear.
SPONGY PEDAL
Air in the system is the usual cause of a spongy
pedal. Brake drums machined way beyond allowable
limits (too thin), or substandard brake lines and
hoses can also cause a condition similar to a spongy
JSERVICE BRAKE DIAGNOSIS 5 - 5

pedal. The proper course of action is to bleed the sys-
tem, or replace thin drums and suspect quality brake
lines and hoses.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to lin-
ing that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty. Test the booster and valve as described
in this section.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only. It is a
product of incomplete brakeshoe release. Drag can be
minor or severe enough to overheat the linings, ro-
tors and drums. A drag condition also worsens as
temperature of the brake parts increases.
Brake drag also has a direct effect on fuel economy.
If undetected, minor brake drag can be misdiagnosed
as an engine or transmission/torque converter prob-
lem.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat/cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In se-
vere cases, the lining may generate smoke as it chars
from overheating.
An additional cause of drag involves the use of in-
correct length caliper mounting bolts. Bolts that are
too long can cause a partial apply condition. The cor-
rect caliper bolts have a shank length of 67 mm
(2.637 in.), plus or minus 0.6 mm (0.0236 in.). Refer
to the Disc Brake service section for more detail on
caliper bolt dimensions and identification.
Some common causes of brake drag are:
²loose or damaged wheel bearing
²seized or sticking caliper or wheel cylinder piston
²caliper binding on bolts or slide surfaces
²wrong length caliper mounting bolts (too long)
²loose caliper mounting bracket
²distorted rotor, brake drum, or shoes
²brakeshoes binding on worn/damaged support
plates
²severely rusted/corroded components
²misassembled components.
If brake drag occurs at all wheels, the problem may
be related to a blocked master cylinder compensatorport or faulty power booster (binds-does not release).
The condition will worsen as brake temperature in-
creases.
The brakelight switch can also be a cause of drag.
An improperly mounted or adjusted brakelight
switch can prevent full brake pedal return. The re-
sult will be the same as if the master cylinder com-
pensator ports are blocked. The brakes would be
partially applied causing drag.
BRAKE FADE
Brake fade is a product of overheating caused by
brake drag. However, overheating and subsequent
fade can also be caused by riding the brake pedal,
making repeated high deceleration stops in a short
time span, or constant braking on steep roads. Refer
to the Brake Drag information in this section for
causes.
PEDAL PULSATION (NON-ABS BRAKES ONLY)
Pedal pulsation is caused by parts that are loose,
or beyond tolerance limits. This type of pulsation is
constant and will occur every time the brakes are ap-
plied.
Disc brake rotors with excessive lateral runout or
thickness variation, or out of round brake drums are
the primary causes of pulsation.
On vehicles with ABS brakes, remember that pedal
pulsation is normal during antilock mode brake
stops. If pulsation occurs during light to moderate
brake stops, a standard brake part is either loose, or
worn beyond tolerance.
BRAKE PULL
A front pull condition could be the result of:
²contaminated lining in one caliper
²seized caliper piston
²binding caliper
²wrong caliper mounting bolts (too long)
²loose caliper
²loose or corroded mounting bolts
²improper brakeshoes
²damaged rotor
²incorrect wheel bearing adjustment (at one wheel)
A worn, damaged wheel bearing or suspension com-
ponent are further causes of pull. A damaged front
tire (bruised, ply separation) can also cause pull.
Wrong caliper bolts (too long) will cause a partial ap-
ply condition and pull if only one caliper is involved.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at the dragging brake unit.
As the dragging brake overheats, efficiency is so re-
duced that fade occurs. If the opposite brake unit is
still functioning normally, its braking effect is magni-
5 - 6 SERVICE BRAKE DIAGNOSISJ

(2) Disconnect brake lines at master cylinder and
combination valve.
(3) Remove nuts attaching master cylinder to
booster studs.
(4) Remove master cylinder.
(5) Remove cylinder cover and drain fluid.
(6) If two-piece master cylinder reservoir requires
service, refer to reservoir replacement procedure in
this section.
MASTER CYLINDER INSTALLATION (NON-ABS)
(1) Bleed master cylinder on bench before installa-
tion. Refer to procedure in this section.
(2) If new two-piece master cylinder is being in-
stalled, remove plastic protective sleeve from primary
piston shank. Also check condition of seal at rear of
cylinder body. Reposition seal if dislodged. Replace
seal if cut, or torn.
(3) Clean cylinder mounting surface of brake booster.
Use shop towel wetted with brake cleaner for this pur-
pose. Dirt, grease, or similar materials will prevent
proper cylinder seating and could result in vacuum leak.
(4) Slide master cylinder onto brake booster studs.
(5) Install nuts attaching master cylinder to booster
studs. Tighten nuts to 25 Nzm (220 in. lbs.) torque.
(6) Connect brakelines to master cylinder and com-
bination valve (Figs. 1 and 2).
(7) Fill and bleed brake system.
COMBINATION VALVE REPLACEMENT (NON-ABS)
The combination valve is not a repairable compo-
nent. The valve is serviced as an assembly whenever
diagnosis indicates replacement is necessary.
(1) Remove air cleaner cover and hose for access to
valve, if necessary.
(2) Disconnect differential pressure switch wire at
combination valve. Do not pull switch wire to discon-
nect. Unsnap connecter lock tabs to remove.
(3) Disconnect brakelines at combination valve and
remove valve.
(4) Connect brakelines to replacement valve. Start
line fittings by hand to avoid cross threading.
Tighten fittings snug but not to required torque at
this time.
(5) Connect wire to pressure differential switch.
(6) Bleed brakes.
(7) Tighten brakeline fittings to 18-24 Nzm
(160-210 in. lbs.) torque after bleeding.
MASTER CYLINDER OVERHAUL (4-CYLINDER
MODELS)
CYLINDER DISASSEMBLY
(1) Examine cylinder cover seal. Discard seal if
torn or distorted.
(2) Clamp cylinder in vise (Fig. 3).(3) Remove piston retaining snap ring. Press and
hold primary piston inward with wood dowel or sim-
ilar tool. Then remove snap ring (Fig. 4).
(4) Remove and discard primary piston (Fig. 5).
Piston is serviced only as assembly.
(5) Remove secondary piston (Fig. 6). Apply air
pressure through rear outlet port to ease piston out
of bore. Cover small ports at bottom of rear reservoir
with towel to prevent air leakage.
(6) Discard secondary piston. Do not disassemble
piston as components are only serviced as assembly.
MASTER CYLINDER CLEANING AND
INSPECTION
Clean the cylinder with Mopar brake cleaning sol-
vent or clean brake fluid. Remove cleaning residue
with compressed air.
Inspect the cylinder bore. A light discoloration of
Fig. 3 Mounting Cylinder In Vise
Fig. 4 Removing/Installing Piston Snap Ring
5 - 16 MASTER CYLINDERÐCOMBINATION VALVEJ

(5) Remove air cleaner housing from engine com-
partment.
(6) Disconnect wire from combination valve pres-
sure differential switch (Fig. 9). Do not pull wire to
disconnect. Unsnap lock tabs on wire connecter.
(7) Disconnect canister vacuum line at manifold
fitting (Fig. 10).
(8) Disconnect brake booster vacuum hose at in-
take manifold fitting (Fig. 11). Move hose aside for
working clearance.(9) Unseat small S-clip that secures brakelines
(Fig. 12).
(10) Remove brakeline that connects master cylin-
der front port to combination valve front port (Fig.
12).
(11) Disconnect master cylinder rear brakeline at
cylinder. Then loosen line at combination valve and
swing line around to opposite side of cylinder (Fig.
13).
(12) Disconnect rear brakeline at HCU (Fig. 14).
(13) Disconnect both flex brakelines at HCU (Fig.
14).
(14) Disconnect HCU line to rear brakes at HCU
port (Fig. 14).
(15) Remove nut attaching combination valve
bracket to brake booster stud.
(16) Remove combination valve and brakelines as
assembly (Fig. 15). Work valve bracket off booster
stud. Then work brakelines around cylinder and
HCU and remove assembly.
Fig. 9 Pressure Differential Switch Wire Connection
Fig. 10 Canister Vacuum Line Location (At Manifold
Fitting)
Fig. 11 Booster Vacuum Hose Removal/Installation
(From Manifold Fitting)
Fig. 12 Master Cylinder Front Brakeline Removal/
Installation
Fig. 13 Disconnecting Master Cylinder Rear
Brakeline
5 - 18 MASTER CYLINDERÐCOMBINATION VALVEJ

POWER BRAKE BOOSTER REMOVAL
(XJ WITH ABS)
(1) Disconnect vacuum and vent hoses at air
cleaner cover.
(2) Loosen clamp securing air cleaner hose to in-
take manifold. Use screwdriver to tap clamp loose.
(3) Remove air cleaner cover and hose. Then re-
move air filter from air cleaner housing (Fig. 4).
(4) Remove two bolts and one nut that secure air
cleaner housing to body (Fig. 4).
(5) Remove air cleaner housing from engine com-
partment (Fig. 4).
(6) Disconnect wire at combination valve pressure
differential switch (Fig. 5). Do not pull on wires to
disconnect. Unsnap lock tabs on connecter to remove
wires.
(7) Disconnect canister vacuum line at manifold
fitting (Fig. 6).(8) Disconnect brake booster vacuum hose at in-
take manifold fitting (Fig. 7). Move hose aside for
working clearance.
(9) Unseat small S-clip that secures brakelines
(Fig. 8).
(10) Remove front brakeline that connects master
cylinder front port to combination valve front port
(Fig. 8).
Fig. 3 Power Brake Booster Internal Components
5 - 24 POWER BRAKE BOOSTERÐBRAKE PEDALÐBRAKELIGHT SWITCHJ

ABS OPERATION AND SERVICE
INDEX
page page
ABS Component Serviceability............... 37
ABS Diagnostic Connector.................. 35
ABS Operation in Antilock Braking Mode........ 36
ABS Operation in Normal Braking Mode........ 35
ABS System Power-Up and Initialization........ 35
Acceleration Switch........................ 35
Acceleration Switch Installation............... 39
Acceleration Switch Operation................ 37
Acceleration Switch Removal................ 39
Combination Valve........................ 34
ECU Installation (XJ Models)................. 40
ECU Operation........................... 37
ECU Removal (XJ Models).................. 40
ECU Removal/Installation (YJ Models).......... 41
Electronic Control Unit (ECU)................ 34
Front Wheel Sensor Installation............... 38
Front Wheel Sensor Removal................ 38HCU Installation (XJ)....................... 43
HCU Installation (YJ)....................... 44
HCU Operation........................... 36
HCU Removal (XJ)........................ 41
HCU Removal (YJ)........................ 44
Hydraulic Control Unit (HCU)................. 33
Ignition Switch........................... 35
Master Cylinder/Power Brake Booster.......... 34
Rear Wheel Sensor Installation and Adjustment . . . 38
Rear Wheel Sensor Removal................ 38
Speed Sensor Air Gap..................... 37
System Description........................ 33
System Relays........................... 35
System Warning Light...................... 35
Wheel Speed Sensor Operation.............. 37
Wheel Speed Sensors..................... 34
SYSTEM DESCRIPTION
The Jeep antilock brake system (ABS) is an elec-
tronically operated, all wheel brake control system.
The system is designed to prevent wheel lockup
and maintain steering control during periods of high
wheel slip when braking. Preventing lockup is accom-
plished by modulating fluid pressure to the wheel
brake units.
The hydraulic system is a three channel design.
The front wheel brakes are controlled individually
and the rear wheel brakes in tandem (Fig. 1). The
ABS electrical system is separate from other electri-
cal circuits in the vehicle. A specially programmed
electronic control unit (ECU) operates the system
components.
ABS system major components include:
²hydraulic control unit (HCU)
²electronic control unit (ECU)
²wheel speed sensors and axle shaft tone rings
²acceleration switch
²main relay and pump motor relay
²ABS warning light
²pump motor sensor
HYDRAULIC CONTROL UNIT (HCU)
The hydraulic control unit (HCU) consists of a
valve body, pump body, accumulators, pump motor,
and wire harnesses (Fig. 2).
The pump, motor, and accumulators are combined
into an assembly attached to the valve body. The ac-
cumulators store the extra fluid released to the sys-
tem for ABS mode operation. The pump provides the
fluid volume needed and is operated by a DC type
motor. The motor is controlled by the ECU.The valve body contains the solenoid valves. The
valves modulate brake pressure during antilock brak-
ing and are controlled by the ECU.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not static.
They are cycled rapidly and continuously to modulate
pressure and control wheel slip and deceleration.
Fig. 1 Jeep ABS System
JABS OPERATION AND SERVICE 5 - 33

MASTER CYLINDER/POWER BRAKE BOOSTER
A 25 mm bore master cylinder and 205 mm (8.07
in.) dual diaphragm power brake booster are used for
all ABS applications (Fig. 2).
The master cylinder has a removable plastic reser-
voir which is the only serviceable component. The
cylinder body and pistons are not repairable and are
serviced as an assembly. The check valve and grom-
met are the only serviceable parts on the booster.
The booster itself is only serviced as an assembly.
COMBINATION VALVE
A combination valve is used with the ABS system
(Fig. 2). The valve contains a front/rear brake pres-
sure differential switch and rear brake proportioning
valve. The combination valve is connected between
the master cylinder and HCU.
The pressure differential switch is connected to the
red brake warning light. The switch is actuated by
movement of the switch valve. The switch monitors
fluid pressure in the separate front/rear brake hy-
draulic circuits.
A decrease or loss of fluid pressure in either hy-
draulic circuit will cause the switch valve to shuttle
forward or rearward in response to the pressure dif-
ferential. Movement of the switch valve will push the
switch plunger upward. This closes the switch inter-
nal contacts completing the electrical circuit to the
red warning light. The switch valve remains in an
actuated position until the fault is repaired.
The rear proportioning valve is used to balance front-
rear brake action.
ELECTRONIC CONTROL UNIT (ECU)
A separate electronic control unit (ECU) operates
the ABS system (Fig. 3). The ECU is separate from
other vehicle electrical circuits. ECU voltage source
is through the ignition switch in the Run position.The ECU is located under the instrument panel in
the passenger compartment. On YJ models, it is just
above the heater plenum in line with the glove box.
In left hand drive XJ models, it at the right side of
the steering column. In right hand drive models, it is
near the cowl panel
The ECU contains dual microprocessors. A logic
block in each microprocessor receives identical sensor
signals. These signals are processed and compared si-
multaneously.
The ECU contains a self check program that illu-
minates the ABS warning light when a system fault
is detected. Faults are stored in a diagnostic program
memory and are accessible with the DRB scan tool.
ABS faults remain in memory until cleared, or un-
til after the vehicle is started approximately 50
times. Stored faults arenoterased if the battery is
disconnected.
WHEEL SPEED SENSORS
A speed sensor is used at each wheel. The sensors
convert wheel speed into an electrical signal. This
signal is transmitted to the antilock ECU.
A gear type tone ring serves as the trigger mecha-
nism for each sensor. The tone rings are mounted at
the outboard ends of the front and rear axle shafts.
Different sensors are used at the front and rear
wheels (Fig. 4). The front/rear sensors have the same
electrical values but are not interchangeable.
Fig. 2 ABS Master Cylinder-Booster-Combination
Valve-HCU
Fig. 3 Antilock ECU
5 - 34 ABS OPERATION AND SERVICEJ

ABS DIAGNOSTIC CONNECTOR
The ABS diagnostic connector is inside the vehicle.
The connector is the access point for the DRB scan
tool.
On XJ models, the connector is located under the
instrument panel to the right of the steering column.
On some models, the connecter may be tucked under
the carpeting on the transmission tunnel. The con-
necter is a black, 6-way type.
On YJ models, the connector is under the instru-
ment panel by the the driver side kick panel. The
connecter is a black, 6 or 8-way type.
The DRB scan tool kit contains adapter cords for
both types of connecter. Use the appropriate cord for
test hookup.
ACCELERATION SWITCH
An acceleration switch (Fig. 5), provides an addi-
tional vehicle deceleration reference during 4-wheel
drive operation. The switch is monitored by the an-
tilock ECU at all times. The switch reference signal
is utilized by the ECU when all wheels are deceler-
ating at the same speed.
SYSTEM RELAYS
The ABS system has two relays, which are the
main and motor pump relays. The motor pump relay
is used for the motor pump only. The main relay is
used for the solenoid valves and ECU. The main re-
lay is connected to the ECU at the power control re-
lay terminal. The pump motor relay starts/stops the
pump motor when signaled by the ECU.
IGNITION SWITCH
The antilock ECU and warning light are in standby
mode with the ignition switch in Off or Accessory po-
sition. No operating voltage is supplied to the system
components.A 12 volt power feed is supplied to the ECU and
warning light when the ignition switch is in the Run
position.
SYSTEM WARNING LIGHT
The amber ABS warning light is in circuit with the
ECU and operates independently of the red brake
warning light.
The ABS light indicates antilock system condition.
The light illuminates (flashes) at start-up for the self
check. The light goes out when the self check pro-
gram determines system operation is normal.
ABS SYSTEM POWER-UP AND INITIALIZATION
battery voltage is supplied to the ECU ignition ter-
minal when the ignition switch is turned to Run po-
sition. The ECU performs a system initialization
procedure at this point. Initialization consists of a
static and dynamic self check of system electrical
components.
The static check occurs after the ignition switch is
turned to Run position. The dynamic check occurs
when vehicle road speed reaches approximately 10
kph (6 mph). During the dynamic check, the ECU
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during initial-
ization, the ECU illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ABS OPERATION IN NORMAL BRAKING MODE
The ECU monitors wheel speed sensor inputs con-
tinuously while the vehicle is in motion. However,
the ECU will not activate any ABS components as
long as sensor inputs and the acceleration switch in-
dicate normal braking.
Fig. 4 Wheel Speed SensorsFig. 5 Acceleration Switch
JABS OPERATION AND SERVICE 5 - 35